Railway switch



DeC- 8,

H. G. JOHNSTON RAILWAY SWITCH Filed Oct. 26, 1921 3 Sheets-Sheet 1 3Sheets-Sheet 2 BF .2 A .2 .3

Dec. 8, 1925- H. G. JOHNSTON RAILWAY SWITCH Filed Oct. 26, 1921 Dec. 8,1925- H. G. JOHNSTON RAILWAY SWITCH Filed Oct. 26, 19".} 3 Sheets-Sheet3 Patented Dec. 8, 1925.

UNITED STATES HARRY G. JOHNSTON, OF PLAINS, MONTANA.

RAILWAY SWITCH.

Application filed October 26, 1921. Serial No. 510,541.

To aZZ whom it may concern-.-

Be it known that I, HARRY G. JOHNSTON, a citizen of the United States,residing at Plains, in the county of Sanders and State of Montana, haveinvented certain new and useful Improvements in a Railway Switch, ofwhich the following is a specification.

This invention relates torailway switches and more particularly toelectrically operated switches to be controlled by the operator of therailway car whereby the throwing of a'switch may be accomplished in amanner that will insure positive movement of the switch element.

Other objects of the invention will appear upon consideration of thefollowing detail description and accompanying drawings, wherein 2--Figure 1 is a diagrammatic view of a part of the mechanism included inthe invention showing certain parts in plan and others in elevation.

Figure 2 is a detail view of the mechanism mounted upon the railway carto be operated by the operator of the car,

Figure 3 is a detail section through tlv; switch element used inconnection with the structure illustrated in Fig. 2,

Figure 4 is a plan view, substantially diagrammatic showing themechanism employed in operating the switches;

Figure 5 is a detail section taken approximately on the line 5-5 of Fig.4,

Figure 6 is a section taken on the line 6-6 of Fig. 4,

Figure 7 is a detail view of the solenoids and gearing mechanism used inconnection with the structure shown in Fig. 4,

Figure 8 is a detail view of one of the switch elements,

Figure 9 is a cross section through the same,

Figure 10 is a longitudinal view of one end of one of the switchelements showing its relation to the switch holding block, and

Figures 11 and 12 are plan views of the two different positions whichthe switch element assumes when changed from one position to another.

Referring to the drawings by numerals, the railway rails 1 and 2 are ofthe usual construction and the curved sections 8 and 4 are provided inthe usual manner whereby the railway car may be diverted from the mainline. Arranged at the points of intersection of the sections 3 and 4with the main lines 1 and 2 respectively, are switch boxes 5, each ofwhich contains a switch block 6 details of which are illustrated inFigs. 8, 9 and 10. Each block consists of an elongated membersubstantially quarter cylindrical in cross section as shown in Fig. 9thereby providing two flat surfaces 7 and 8. Trunnions or pintles 9 areprovided on each end of the block whereby it may be journaled in theends of the block casing or housing 5 to permit it to be readilyrotated. By referring to the drawing it will be noted that the surface 8is provided with'a longitudinal groove or channel 10, while the surface7 is provided with a longitudinal groove or channel 11. The groove 10 isperfectly straight and is adapted to normally aline with the main tracksections 1 and 2. The groove 11 is curved as shown so that the curvewill conform to the curved track sections 3 and 4. Each block member 6is provided with a tangentially extending arm 13 for the purpose ofproviding a connection with an operating mechanism shown in detail inFig. 4.

At convenient points between the rails, solenoids 14 are arrangedmounted in any preferred'manner as is Well known in the electrical art,the housing or casing for the solenoids being arranged to conform to theconditions under which the invention is being used. The armatures 15 and16 used in connection with the solenoids 14 each have a latch bar 17 and18 connected thereto, the teeth of which are adapted to mesh with theteeth of a pinion 19 as shown in Fig. 7 of the drawing, so that as thesolenoid is energized the rack bars 17 and 18 will be moved to impart arotary movement to the gear 19. The gear 19 is mounted upon a verticalshaft 20 which extends through a supporting block 21, the latter beingadapted to support a part of the mechanism and provided withlongitudinal grooves 22 for the reception of the rack bars 17 and 18 sothat they may be guided in their longitudinal movement. The lower end ofthe vertical shaft 20 is provided with an arm 24 to which is connectedan adjustable rack bar 25, the teeth 26 of which are adapted to engagethe teeth of a ratchet gear 27 mounted on a convenient bearing 29between the rails 1 and 2'. In this connection it should be understoodthat the mechanism is located between the rails 1 and 2 and the generalproportions may be varied to suit conditions.

The gear 27 has connect-ed thereto an arm 30 which is adapted'to swingwith the gear and this arm in turn is connected by a suitable link 31 toa rack bar 32 whiclr'is laterally movable in engagement with a pinion 33on the end of an operating shaft .34. The opposite end of the shaft 34is provided with a crank which is connected to operating rods 36 and 37extending in opposite directions and connected to the arms 13 on theswitch block 6.

Bearings 38 and 39 are employed to sup port the shaft 3%, the .bearing39 being shown in Fig. of the drawing. Attached to this bearing by asuitable pivot pin 40, is a double arm switch member 4:1 which has itsarms projecting in opposite directions below the shaft and each end isprovided with a switch plug 42, each adapted to contact with a switchcontact member 13 connected to the electric wiring in the mechanism. Inorder that either one of these switch elements may be held in contact,the shaft 34: is provided with an arm 4A having a ball at one end toprovide a weight for the end of the arm 44-. This arm is movable so thatthe ball will engage either one of the ends of the switch element 4:1 sothat the shaft 3i may be turned to cause the ball 45 to weight eitherone ofthe ends of the arm whereby one of the switch elements will beheld closed while the other is held .open.

Referring to Fig. 1 it will be noted that the solenoids .14,diagrammatically illus trated are connected by wires 43, a l, and L5 tocontact plates 46, 4L7 and as. Suitable mechanism is carried by therailway car to make contact with the plates 46, 4:7 .and 48 and thismechanism/is illustrated in'Fig. 2 of the drawing. port-s a bell cranklever 50 which is .connected atone end toapressure rod 51, the latterbeing extended upwardly through the floor52 .of the car and providedwith a plate 53 which may be .engaged by the foot of the operator sothat a downward pressure may be applied to head of the bell crank lever50. The bell crank lever '50 is also connected to a rod 55 which carriesa contact shoe 56 at its terminal, the rod being connected to the bellcrank lever 50 through the medium of a link 57. A bracket frame 58carried by the car is provided with a cross pin 59 which normallymaintains the rod in an angular position as shown in Fig. 2 so that itcan not .be moved downwardly until a pressure is applied to the footlever or plate 53. WVhen such a pres sure .is applied,.the.contactshoe'56 will be thrust downwardly by virtue of the action of the bellcrank lever and the shoe will contact with anyone of the contact plates46,

A .bracketmember 49 supv at? or 4L8 according to the position of therailway car. The upper end of the rod 66 is also connected to a lever 60which is pivoted at 61 and carries a switch pin 62 which is adapted toengage and disengage a switch element 63 included in the switchmechanism illustrated in detail in Fig. 3 of the drawings. The switchelement 63 is provided with a lead 6 1 which extends to the car motor,said motor having its other terminal grounded to the car, a resistance65 being interposed between the switchand motor as shown in Fig. 2. Alead 66 extends from the switch element 62 to the con tact shoe 56 tosupply current to the con tact plates 4:6, 47, or 4-8 when said shoecontacts therewith for energizing the solenoids to turn the switchblocks 6, said circuit be. ing completed by the wires 67 and 68connecting the opposite terminal of "the connected solenoids to thecontact members a3, one of which being closed by one of the contacts 42,which in turn is grounded by a wire running to one of the rails asindicated by the numeral 69.

It is to be noted that the circuit will remain completed until theswitch blocks 6 have been completely thrown, the breaking of the circuitnot occurring until the shaft 3% has completed its turning movement,which is approximately one half of one revolution, and the ball 45engaging the other contact 12 on the arm 41. It can be seen that shouldthe shoe 56 be disengagtd from one of the contacts 46, 1 17, or isbefore the ball 45 has been swung over the dead center position, theball 45 will fall back so that said switch blocks'6 will always be inone position orthe other aligning with the rails when .a car passes'thereover.

Minor changes'may bemade in the 'details of construction without"departing from the spirit of the invention or the 'scope'of the claimshereunto appended.

What is claimed is '1. In combination with main track sections andcurved track sections intersecting with the main track sections, rotaryswitch blocks disposed at the said intersection of the curved trackswith the main track, each rotary switch block comprising a substantiallyquarter cylindrical member having opposite flat surfaces, a straightgroove formed in one surface whereby the sections of the main track maybe longitudinally alined,- a curved groove formed in the other surfaceof the block whereby one of the straight sections of the main line maybe alined through the groove withthe curved section of the track, eachswitch block being provided with a tangentially extending arm, operatingrods connected-to thearm, a crank shaft connected to the operatingrod,and

means to impart a movement to the crank shaft whereby both of the saidblocks may be simultaneously rotated when the shaft is actuated.

2. In combination with main track sections and curved track sectionsintersecting with the main track sections, rotary switch blocks disposedat the said intersection of the curved tracks with the main track, eachrotary switch block comprising a substantially quarter cylindricalmember having opposite flat surfaces, a straight groove formed in onesurface whereby the sections of the main track may be longitudinallyalined, a curved groove formed in the other surface of the block wherebyone of the straight sections of the main line may be alined through thegroove with the curved section of the track, each switch block beingprovided with a tangentially extending arm, operating rods connected tothe arm, a crank shaft connected to the operating rod, and means toimpart a movement to the crank shaft whereby both of the said blocks maybe simultaneously rotated when the shaft is actuated, electricallyoperated solenoids, gearing mechanism associated with the solenoids tobe actuated when the solenoids are energized and means connected to thegearing mechanism and to the said crank shaft whereby the latter may berotated when the solenoids are energized.

In combination with main track sections and curved track sectionsintersecting with the main track sections, rotary switch blocks disposedat the said intersection of the curved tracks with the main track, eachrotary switch block comprising a substantially quarter cylindricalmember having opposite fiat surfaces, a straight groove formed in onesurface whereby the sections of the main track may be longitudinallyalined, a curved groove formed in the other surface of the block wherebyone of the straight sections of the main line may be alined through thegroove with the curved section of the track, each switch block beingprovided with a tangentially extending arm, operating rods connected tothe arm, a crank shaft connected to the operating rod, and means toimpart a movement to the crank shaft whereby both of the said blocks maybe simultaneously rotated when the shaft is actuated, jelectricallyoperated solenoids, gearing mechanism associated with the solenoids tobe actuated when the solenoids are energized and means connected to thegearing mechanism and to the said crank shaft whereby the latter may berotated when the solenoids are energized, the said last mentioned meansincluding a reciproeating rack bar, a pinion on the said crank shaft,the said rack bar being adapted to move in either direction and engagethe said pinion whereby the crank shaft may be rotated in eitherdirection to turn the said switch block to change the position of thesaid groove from an operative to an inoperative position.

4. A railway switch apparatus comprising in combination with a manuallyoperated contact shoe carried by a railway car, contact plates disposedin the path of movement of said railway car, solenoids ordinarilydeenergized and electrically connected to said contact plates wherebysaid solenoids will be energized when said contact shoe engages saidcontact plates, switch blocks operatively connected to said solenoidsadapted to be moved for aligning certain track rails, a pair of contactsinterposed in said electric circuit to said solenoids, a pivoted contactbar having a contact on each end thereof each adapted to engage one ofsaid first mentioned contacts, means connecting said contact bar forcompleting the electric circuit to said solenoids, and a weighted memberadapted to turn or complete the throwing said switch blocks should thecurrent to said solenoids be broken due to said contact shoe carried bysaid railway car becoming disengaged from said contact plates beforesaid switch blocks are completely thrown, said weighted member alsoadapted to engage the ends of said contact arm for making and breakingan electric circuit to said solenoids.

In testimony whereof, I have aflixed my signature.

HARRY G. JOHNSTON.

